Automatic train-controlling apparatus



E. H. OLSON, J. c. H. CLARK, M. 8. MEALEY AND G. PELTER.

AUTOMATIC TRAIN CONTROLLING APPARATUS! APPLICATION FILED FEB- 5 I918.1,366,588. Patented Jan. 25, 1921.

' imam r (If 2% gzfafl lnventons Witnesses Attorneys E. H. OLSON, J. C.H. CLARK, M. B. MEALEY AND C. PELTEH.

AUTOMATIC TRAIN CONTROLLING APPARATUS.

APPLICATiON man FEB. a, 1918.

1,366,588, Patented Jan. 25, 1921.

3 SHEEISSHEEI 2.

JEJZ flLswz,

ajez r Attorneys E. H. OLSON, J. C. H. CLARK, M. B. MEALEY AND C.PELTER.

AUTOMATIC mun CONTROLUNG APPARATUS.

APPLICATION FILED FEB. 5, l9l8.

1,366,588. Patented Jan. 25, 1921.

Eli diam? [Iiiffazlgg [ilfilffif Witnesses Inventor Attorneys UNITEDSTATES PATENT OFFICE.

EDWARD K. OLSON, JAMES C. H. CLARK, HEB/L B. KELLEY, AND CK LBLEBPEI/DEB, OF WALLA WLLLA, WASHINGTON.

AUTOMATIC TRAIN-CONTROLLING APPARATUS Specification of Letter: Patent.

Patented Jan. 25, 1921.

To all whom it may concern:

Be it known that we Enwann H. OLSON, JAMES C; H. CLARK, Maan B. Manner,and GHAnLas Pnn'rnn, citizens of the United States, residin at WallaWalla in the county of Walfia. Walla, State of Washington, have inventeda new and useful Automatic Train Controlling A paratus, of which thefollowing is a speci cation.

The present invention relates to train controlling apparatus, and aimsto provide a novel and improved apparatus of that char acter forautomatically arresting the movement of the train or vehicle when itenters or occupies a block, occupied b another train or which isotherwise ren ered dangerous, the apparatus being operable for shuttingoff the motive power of the train and opening the brake pipe to theatmosphere so that the brakes will be applied.

A urther object of the invention is the provision of novel means forbringln the apparatus into operation automatlcal y 1n case of emergency.

A further object of the invention is the provision of means whereby theengineer or operator can, after the automatic stopping means hasoperated, proceed with his hand on the throttle lever or other operatingmember controlling the power, thereb enabling the vehicle or train toproceed wit caution, so that it can be stopped quickly if necessary.

The invention has for a still further object the provision of novelmeans for appl ing the brakes gradually.

ith the foregoing and other objects in view which will ap ear as thedescription roceeds, the invention resides in the comination andarrangement of parts and in the details of construction hereinafterdescribed and claimed, it being understood that changes in the preciseembodiment of the invent10n herein disclosed can be made within thescope of what is claimed, without departing from the spirit of theinvention.

The invention is illustrated in the accompanying drawin s, wherein-Figure 1 is a iagrammatical view of the ap aratus,

ig. 2 is an elevation of the valve operating motor and mechanism driventhereby.

Fig. :3 is a section on the line 3-43 of Fig. 2 showing the air valve.

Fi 4 is a view, showing in elevation the turblne or engine, and insection, the pole changing switch.

Fig. 5 is a section on the line 5-5 of Fi 4.

n carrying out the invention, the protected portion or block of thetrack is provided with an insulated sub-rail 1, and the presentapparatus is designed to be brou ht into operation when the rail 1 isgrounded to the track T, such as by the presence of one or more trainsin the block, in addition to another train traveling within or enteringthe block, the presence of another train at the crossing, the opening ofa side track switch, the washing out or injury to a bridge in the block,or the like. It will be readily understood that various means can beemploged for grounding the rail 1 to the track T no to the presence ofanother train in the block, the opening of a switch, destruction ordamage to a bridge, etc.

A contact or collector wheel 2 travels on the rail 1, being carried by ahanger 3 of any suitable sort carried by the train and insulatedtherefrom.

The numeral 4 designates the throttle lever of a steam locomotive forcontrolling the flow of steam to the cylinders, but such part can betaken to typify any controlling or operating member for the power ormotive agent. The throttle lever 4 swings adjacent to a segment 5, andcarries a spring pressed pawl or dog 6 to engage the segment an hold thelever in any position to which it has been moved, and the pawl 6 isconnected by a link 7 with a release lever 8 ivoted to the lever 4 andextending to the andle thereof, whereby the lever 8 can be gras d by thehand and moved toward the ban le of the lever 4 to retract the pawl 6,and permit the throttle lever 4 to be returned to starting position toshut oil the power.

In using the present apparatus, a spring 9 is connected to the lever 4and tends to return the same to starting position, and will do so whenthe pawl 6 is disengaged from the segment 5 to release the lever 4.

A solenoid 10 is carried by the throttle lever 4 and its core 11 isconnected to a lever 12 fulcrumed to the lever 4 and connected to thelink 7, whereby when the solenoid 10 is energized to attract the core 11thereinto, the lever 12 in being swung, will move the link 7 to retractthe pawl 6 and thereby release the throttle lever, so that the spring 9will return it to shut oii the power. This movement of the link 7 18 hadwithout movement of the release lever 8 because of the slottedconnection, 7', between the two.

Switches 13 and 14 are also carried by the lever 4 and engage contacts15 and 16 when the switches are closed, and said switches are connectedby a link 17 or otherwise with the releasing lever 8, whereby when saidlever 8 is held against the tension of the spring 8*, to retract thepawl 6, the switches 13 and 14 will be opened. Said switches. however,are normally closed when the lever 8 is released, so as to be moved awayfrom the throttle lever handle by the spring 8".

The numeral 19 designates the brake or train pipe which is normallycharged with compressed air or pressure Hard to release the brakes. thepipe 19 being provided with a branch 20 connected to a valve casing 21in which a valve 21 oscillates, the casing 21 having a port 22 openinginto the atmos phere, see Fig. 3. The'valve stem 23 of said valve has anarm 24 to which a spring 25 is connected, thereby to normally turn saidvalve to closed position thereby preventing the escape of air at thevalve.

In order to oscillate the valve 21, there is provided an electric motor26 having secured to its armature shaft, a gear wheel 27 meshing with alarger gear wheel 28 to which a connecting rod 29 is connected. Saidconnecting rod is in turn connected to the arm 24 of the valve. said armbeing provided with a ertures 30 for the adjustable connection of theconnecting rod, whereby to regulate the amount of oscillatory movementof the valve 21. When the motor is in operation, this will rotate thegear wheels 27-28 to reciprocate the connecting rod 29 and oscillate thearm 24 and the valve 21, thus opening and closing the valve to graduallybleed the air from the brake pipe, and apply the brakes graduall therebyproviding a service application t ereof. The amount of oscillation ofthe valve 21 will control the amount that the valve is opened, and willtherefore regulate the escape of air from the brake pipe.

One terminal of the motor 26 is connected by a conductor 31 with aswitch 32 normally removed from its contact 33, said contact beingconnected by a conductor 34 with one pole of a battery 35 or othersuitable source of electrical energy having its other pole connected bya conductor 36 with the other terminal of the motor 26, in order thatwhen the switch 32 is closed, the motor 26 will operate to oscillate thevalve 21. The first mentioned terminal of the motor 26 is like wiseconnected with the switch 32 through 45, electro-ma net 44, conductor48, switch 13, contact te inal 15, conductor 47, solenoid 10 andconductor 46.

The closin of the switch 32 is controlled by a solenoi 37, the core 38of which is connected by a link 39 with the switch 32. in order thatwhen the solenoid is energized to ull the core 38 into it, the switch 32will )e closed. One terminal of the solenoid 37 is connected by aconductor 40 with the con tact 16 which in turn is connected through theswitch 14, conductor 63. binding post 53, strip 52, binding post 54,conductor 64 and conductor 36 with one pole of the battery 35. The core38 has a stem or portion 41 to be engaged by an armature catch 42provided with a spring 43 which normally removes the catch 42 from thestem 41. An electromagnet 44 is arranged to attract the armature catch42 and hold it in engagement with the stem 41 when the core 38 is movedinto the solenoid 37 to close the switch 32.

A pole changer or pole changing switch 49 is provided, the sameembodying a rotatable disk 50 having embedded therein the complementaryarcuate strips 51 and 52. the disk 50 being of insulating material. Fourequi-distance binding posts 53, 54, 55 and 56 are arranged to be engagedin succession by the strips 51-52, the brushes having the spring pressedbrush elements 62 (see Fig. 4) bearing against the face of the disk toengage said strips. The disk 50 is disposed within a casing embodyingthe section 57 and cap 58, (see Fig. 4) the section 57 having catches 59(see Fig. 5) to hold the cap 58 in place, but enabling it to be removedfor examination or repairs. The disk 50 has a stub shaft 60 (see Fig. 5)extending out of the section 57 and connected to a turbine 61 which maybe driven by steam from the locomotive, or other suitable engine orprime mover. whereby the disk 50 will be rotated. The bindin post 53 isconnected bv a conductor 63 wit 1 the switch 14; the binding 0st 54 isconnected by a conductor 64 wlth the conductor 36 and the correspondingpole of the battery 35; the binding post 55 is connected by a conductor65 to the round; and the binding post 56 is connected by a conductor 66with the conductor 34 and corresponding pole of the battery.

The collector wheel 2 is connected by a conductor 67 with that terminalof the solenoid 37 opposite to the terminal to which the conductor 40 isconnected. That terminal of the solenoid 10 opposite to the one to whichthe conductor 46 is connected, is connected by a conductor 68 with theconductor 36 and corresponding pole of the battery, and the rotary disk50 is connected to the same pole of the battery by means of the bindingpost 54 and conductor 64. The

a branqh oil-0%: which includes a conductor purpose of interposing theconductor 68 is to establish a branch circuit which will 0 erate thesolenoid 10 and release the thrott e lever even though current fails toflow through the mam circuit by way of the motor 26. 7

It is preferable to inclose the valve 21, motor 26, disk 32, andcorresponding parts within a casing 69 to exclude dust and foreignmatter, and the operating mechanism between the motor 26 and valve 21 isalso prefersibly inclosed in the housing (see en the train enters ortravels within the clear block, the circuit of the solenoid 37 is openedbetween the rail 1 and ground, whereby the solenoid 37 is normallydeenergized and the switch 32 opened b its spring 32, thus opening thecircuits 0 the motor 26, electro-magnet 44 and solenoid 10. Now, shouldthe block be occupied or entered by another train, it is evident thatthe circuits of the solenoids 37 of the two trains will bridge the spacebetween the rail 1 and ground at two points, thus providing for the flowof current, or the flow of current through the circuit of solenoids 37of the train can be established by the grounding of the rail 1 in another manner, such as by the presence 0 another train at a crossing, thedamage or destruction of a bridge in the block, or the like. At an rate,supposing that the rail 1 is grounde this will complete a circuitincluding the solenoid 37 and pole changer 49 said pole changer servingto reverse the flow of current intermittently, whereby to assure of theflow -of current. For example, the pole changers of two trains in beingoperated out of synchronism, will prevent like poles of the batteries 35of the two trains being opposed, as would prevent the appreciable flowof current, it being evident that the pole changers in reversing theconnections with the battery, will result in the opposite poles of thetwo train batteries being connected, even though the collector wheels 2of the two trains engage the same rail 1. This assures of theenergization of the solenoid 37 of each train to check its n1ove ment.Thus with the pole changer 49 in the position shown in Fig. 1, thecircuit of solenoid 37 includes the conductor 40, contact 16, switch 14,conductor 63, binding post 53, strip 52, binding post 54, conductor 64,battery 35, conductor 66, brush 56, strip 51, bindin post 55, conductor65, ground, circuit 0 other train, or other means bridging the groundand rail 1, collector wheel 2, and a conductor 67. When the disk 50 hasturned, the strip 51 bridges binding posts 54 and 55, and the strip 52will brid e binding posts 53 and 56, thus reversing t e flow of currentthrough the solenoid 37. Thus, instead of the current flowing from theconductor 63 to the conductor 65 as above indicated, it will flow alongthe conductor 64, the binding post 54, strip 51, binding 0st 55,conductor 65 to ground, rail 1, w eel 2, conductor 67, solenoid 37,conductor 40, contact 16, switch 14, conductor 63, binding post 53.strip 52, bin'ding post 56, conductor 66 to the battery 35. Ob viouslythis will reverse the flow of current, and such reversal is continuedintermittently to assure of the energization of the solenoid 37, if onlymomentarily, but this is sufficientto draw the core 38 into the solenoidand close the switch-32. The moment that the switch 32 is closed, itwill close the circuit of magnet 44, which holds the catch- 42 inengagement with the stem 41 thereby holding the switch 32 closed.Closing the switch 32 establishes the following circuits: Current willflow from one pole ofthe battery 35 and divide between the conductors 36and 68. That portion of the current flowing through the conductor 36will pass through motor 26, conductor 31, and again divide, a portiongoing through switch 32 and conductor 34 to the battery 35; the 1 otherportion flowing through conductor 45, electro-magnet 44, conductor 48,switch 13, contact 15, conductor 47, solenoid 10, conductor 46, switch32, and conductor 34 to the battery 35. That portion of the currentflowing through conductor 68 will pass through so enoid 10, conductor46, switch 32, contact 33 and conductor 34 to the battery 35. Thisrotates the motor 26 to oscillate the valve 21 and allow the air togradually escape from the brake pipes to apply the brakes and revent thetrain from coastin too far, an also energizes the solenoid 1% to drawthe coil 11 into it, and release the throttle lever 4 by withdrawin thepawl 6 from the segment 5 so that t e spring 9 will return the throttlelever to initial position, to shut off the power which propels thevehicle or train.

Should the engineer or operator desire to roceed under cautionconditions, by graspmg the lever 8 and handle of the throttle lever 4,and moving the lever 8 toward the throttle lever handle, this will notonly retract the pawl 6 if it is not already retracted, but will alsoopen the switches 15 and 14. The switch 15 is in the circuit of magnet44 as above indicated, and said switch in being opened, will open thecircuit of said ma et, thereby releasing the catch 42 which will in turnrelease the core 38, so that the spring 32 will open the switch 32. Theswitch 32 being opened, will open all three circuits thereof, and theswitch 14 being 0 ened by the lever B, will open the circuit 0 solenoid37, so that said solenoid cannot be energized as long as the switch 14is opened, even though danger conditions exist. The motor 26 beingstopped will result in the valve 21 being closed by the spring 25,whereby the air will accumulate in the brake system to release thebrakes, and the operator now having control of the power, can proceedwith caution, his hand being on the throttle lever and releasing lever8, in order that the power can be shut ofl immediate] when necessary, itbeing noted that when t 1e lever B is held to 0 en the switches 13 and14, this removes t e pawl 6 from the segment 5, so that the spring 9tends to return the lever. The operator must therefore exert continuedforce to prevent the spring 9 from returning the throttle lever, whenrunning under caution conditions, thus preventing the engineer frombeing neglectful, for otherwise the train will again be stopped.

Having thus described the invention what is claimed as new is z- 1. In atrain controlling apparatus, a compressed air brake pipe, a valve forcontrolling the release of the air within the air brake pipe, anelectric circuit, a motor in said electrlc circuit, an eccentricoperated by the motor, said eccentric having connection with the valvefor intermittently o crating the valve to gradually release t e air inthe air brake pipe, and means for adjusting the connection between theeccentric and valve to regulate the movement of the valve.

2. In a train controlling a paratus, a. corn ressed air brake pipe, a Vave for control mg the release of air within the air brake pipe, a motorfor controlling movement of the valve, a magnet including a catch, forcontrollin the operation of the motor, a switch mem er for controllingthe circuit to the magnet, a solenoid having connection with the switchfor moving the same into and out of operation, said solenoid including acatch, the first mentioned catch ada ted to engage the second mentionedcatc to lock the switch member in its operative position.

In testimony that we claim the foregoing as our own, we have heretoaffixed our signatures.

EDWARD H. OLSON. JAMES C. H. CLARK. MERL B. MEALEY. CHARLES PELTER.

Witnesses as to Edward H. Olson:

G. L. Bonn, L. A. BENDER.

